JP2014201127A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of improving a vehicular responsiveness as well as reducing a gear-tooth striking noise when performing regenerative generation.SOLUTION: A control device is applied to a vehicle 1A that includes a dual-clutch type transmission 10 in which a first MG 3 is power-transmissively connected to a first input shaft 13, with a second MG 4 power-transmissively connected to a second input shaft 14, and is capable of executing an EV travel mode for driving a wheel 8 with either one of the first MG 3 and second MG 4, and a regeneration mode for performing regenerative generation with either one of the first MG 3 and second MG 4 using energy input from the wheel 8, connected to the first input shaft 13, and a second MG 4 connected to the second input shaft 14. Further, if, in the EV travel mode, the wheel 8 has been driven by either one of the first MG 3 and second MG 4 when switching from the EV travel mode to the regeneration mode, the regenerative generation is performed by the other one of the first MG 3 and second MG 4.

Description

  The present invention provides a first power transmission path for transmitting the power of the first motor / generator to the wheels via the first gear transmission mechanism, and the power of the second motor / generator to the wheels via the second gear transmission mechanism. The present invention relates to a control device applied to a vehicle having a second power transmission path.

  2. Description of the Related Art A transmission device that includes two motors as a driving power source and each motor can transmit power to wheels via different gear transmission mechanisms is known (see Patent Document 1). In addition, Patent Documents 2 to 5 exist as prior art documents related to the present invention.

JP 2002-089594 A JP-A-11-018214 Japanese Patent Laid-Open No. 06-245314 JP 2004-135471 A JP 2003-079005 A

  In a vehicle equipped with the device of Patent Document 1, it is possible to perform so-called power running, in which a wheel is driven by one of two motors. In this case, in the gear transmission mechanism interposed between the one motor and the wheel, the gear provided on the one motor side drives the gear provided on the wheel side. Further, in this vehicle, it is possible to execute regenerative power generation that generates power by driving a motor with energy input from wheels during deceleration or the like. In this case, in the gear transmission mechanism interposed between the motor and the wheel, the gear provided on the wheel side drives the gear provided on the motor side, contrary to when the wheel is driven by the motor. Therefore, when regenerative power generation is performed with the motor used in the motor travel mode when switching from the motor travel mode in which the motor travels to the regenerative mode in which regenerative power generation is performed, rattling noise due to backlash occurs in the gear transmission mechanism. . In order to reduce such rattling noise, it is conceivable to perform a so-called torque smoothing process that slowly changes the torque of the motor. In this case, however, the responsiveness of the vehicle may deteriorate. .

  Therefore, an object of the present invention is to provide a vehicle control device that can reduce rattling noise when performing regenerative power generation and can improve vehicle responsiveness.

  The control device of the present invention includes a first power transmission path for transmitting the power of the first motor / generator to the wheels of the vehicle via the first gear transmission mechanism, and a second gear transmission mechanism for the power of the second motor / generator. And a second power transmission path for transmitting to the vehicle wheel via the motor generator of one of the first motor / generator and the second motor / generator. In the case of regeneration when driving the first motor / generator and the second motor / generator, regenerative power generation is performed by the other of the first motor / generator and the second motor / generator. (2) A control means for controlling the motor / generator is provided.

  In the control device of the present invention, when regeneration is performed while wheels are driven by one motor / generator, regenerative power generation is performed by the other motor / generator different from the one motor / generator. When the wheel is driven by one motor / generator, no power is output from the other motor / generator. Therefore, in the gear transmission mechanism on the other motor / generator side, the gear on the motor / generator side is It is driven by a gear. Therefore, in this gear transmission mechanism, the gear meshing is in the same state as when regenerative power generation is performed. Therefore, by performing regenerative power generation with the other motor / generator, it is possible to reduce rattling noise when performing regenerative power generation. Further, according to the present invention, since it is not necessary to perform an annealing process on the torque of the other motor / generator, the responsiveness of the vehicle can be improved.

  In one aspect of the control device of the present invention, the vehicle is connected to an internal combustion engine, a first input shaft connected to the internal combustion engine via a first clutch, and the internal combustion engine via a second clutch. A second input shaft, an output system connected to the wheel so as to be able to transmit power, a portion interposed between the first input shaft and the output system, and the rest being the second input shaft and the output system A dual-clutch transmission having a plurality of gear trains that are different in gear ratio from each other, wherein the first input shaft and the first motor / generator transmit power. The second input shaft and the second motor / generator may be connected so as to be able to transmit power (claim 2). In such a hybrid vehicle, the wheel can be driven by either one of the motor / generator while the first motor / generator and the second motor / generator are in a state where power can be transmitted to the wheels. Therefore, the present invention can be preferably applied.

  As described above, according to the control device of the present invention, when regeneration is performed when a wheel is driven by one motor / generator, regeneration is performed by the other motor / generator that has not driven the wheel. Since power generation is performed, the rattling noise can be reduced and the vehicle responsiveness can be improved.

The figure which shows roughly the vehicle incorporating the control apparatus which concerns on one form of this invention. The flowchart which shows the regeneration control routine which a vehicle control apparatus performs. The figure which shows an example of meshing | engagement of the drive gear and driven gear at the time of EV driving mode. The figure which shows an example of meshing | engagement of the drive gear and driven gear at the time of regeneration mode. The figure which shows schematically the other vehicle with which this invention is applied. The figure which shows schematically the other vehicle to which this invention is applied.

  FIG. 1 schematically shows a vehicle in which a control device according to one embodiment of the present invention is incorporated. The vehicle 1A includes an internal combustion engine (hereinafter also referred to as an engine) 2 as a driving power source, a first motor / generator (hereinafter also referred to as first MG) 3 and a second motor. A generator (hereinafter sometimes abbreviated as second MG) 4 is provided. That is, the vehicle 1A is configured as a hybrid vehicle. The engine 2 is a known spark ignition internal combustion engine having a plurality of cylinders. The first MG 3 and the second MG 4 are well-known ones that are mounted on a hybrid vehicle and function as an electric motor and a generator. Therefore, the detailed description regarding these is abbreviate | omitted. The first MG 3 and the second MG 4 are electrically connected to the battery 6 via the inverter 5.

  The vehicle 1A is equipped with a transmission 10 capable of shifting to a plurality of shift speeds (first to fifth and reverse). The transmission 10 is configured as a dual clutch transmission. The transmission 10 includes an input system 11 and an output system 12. The input system 11 includes a first input shaft 13 and a second input shaft 14. The first input shaft 13 is connected to the engine 2 via the first clutch 15. The second input shaft 14 is connected to the engine 2 via the second clutch 16. The first clutch 15 and the second clutch 16 are known friction clutches that can be switched between an engaged state in which power is transmitted between the engine 2 and the input shafts 13 and 14 and a released state in which the power transmission is interrupted. is there.

  The output system 12 includes a first output shaft 17, a second output shaft 18, and a drive shaft 19. As shown in this figure, a first output gear 20 is provided on the first output shaft 17. A second output gear 21 is provided on the second output shaft 18. A drive gear 22 is provided on the drive shaft 19. The first output gear 20 and the second output gear 21 mesh with the driven gear 22, respectively. The drive shaft 19 is connected to the differential mechanism 7 so that power can be transmitted. The differential mechanism 7 is a well-known mechanism that distributes input power to the left and right wheels 8.

  Between the input system 11 and the output system 12, the first to fifth gear trains G1 to G5 and the reverse gear train GR are interposed. As shown in this figure, the first gear train G1, the third gear train G3, and the fifth gear train G5 are interposed between the first input shaft 13 and the first output shaft 17. The second gear train G2, the fourth gear train G4, and the reverse gear train GR are interposed between the second input shaft 14 and the second output shaft 18.

  The first gear train G1 includes a first drive gear 23 and a first driven gear 24 that mesh with each other, and the second gear train G2 includes a second drive gear 25 and a second driven gear 26 that mesh with each other. The third gear train G3 includes a third drive gear 27 and a third driven gear 28 that mesh with each other, and the fourth gear train G4 includes a fourth drive gear 29 and a fourth driven gear 30 that mesh with each other. The fifth gear train G5 includes a fifth drive gear 31 and a fifth driven gear 32 that mesh with each other. The first to fifth gear trains G1 to G5 are provided so that the drive gear and the driven gear are always engaged. Different gear ratios are set for the respective gear trains G1 to G5. The gear ratio is smaller in the order of the first gear train G1, the second gear train G2, the third gear train G3, the fourth gear train G4, and the fifth gear train G5. Therefore, the first gear train G1 is the first gear, the second gear train G2 is the second gear, the third gear train G3 is the third gear, the fourth gear train G4 is the fourth gear, and the fifth gear train G5 is the fifth gear. Correspond to each. The reverse gear train GR includes a reverse drive gear 33, an intermediate gear 34, and a reverse driven gear 35.

  The first drive gear 23, the third drive gear 27, and the fifth drive gear 31 are fixed to the first input shaft 13 so as to rotate integrally with the first input shaft 13. On the other hand, the first driven gear 24, the third driven gear 28, and the fifth driven gear 32 are supported by the first output shaft 17 so as to be rotatable relative to the first output shaft 17. The second drive gear 25, the fourth drive gear 29, and the reverse drive gear 33 are fixed to the second input shaft 14 so as to rotate integrally with the second input shaft 14. On the other hand, the second driven gear 26, the fourth driven gear 30, and the reverse driven gear 35 are supported on the second output shaft 18 so as to be rotatable relative to the second output shaft 18. The intermediate gear 34 is rotatably supported by a case (not shown) of the transmission 10. As shown in this figure, the intermediate gear 34 meshes with each of the reverse drive gear 33 and the reverse drive gear 35.

  The first output shaft 17 is provided with a first sleeve 36, a third sleeve 38, and a fifth sleeve 40. These sleeves 36, 38, and 40 are supported by the first output shaft 17 so as to rotate integrally with the first output shaft 17 and to be movable in the axial direction. The first sleeve 36 is provided to be switchable between an engagement position where the first output shaft 17 and the first driven gear 24 are engaged with each other so that the first driven gear 24 is rotated integrally and a release position where the engagement is released. ing. The third sleeve 38 is provided so as to be switchable between an engagement position where the first output shaft 17 and the third driven gear 28 are engaged with each other and an engagement position where the engagement is released, and a release position where the engagement is released. ing. The fifth sleeve 40 is provided so as to be switchable between an engagement position where the first output shaft 17 and the fifth driven gear 32 rotate together, and a release position where the engagement is released. ing. Hereinafter, the case where the first sleeve 36, the third sleeve 38, and the fifth sleeve 40 are all switched to the release position may be referred to as a neutral state. The first sleeve 36, the third sleeve 38, and the fifth sleeve 40 may be collectively referred to as a first transmission mechanism.

  The second output shaft 18 is provided with a second sleeve 37, a fourth sleeve 39, and a reverse sleeve 41. These sleeves 37, 39, 41 are supported by the second output shaft 18 so as to rotate integrally with the second output shaft 18 and to be movable in the axial direction. The second sleeve 37 is provided so as to be switchable between an engagement position where the second output shaft 18 and the second driven gear 26 are engaged with each other and an engagement position where the engagement is released, and a release position where the engagement is released. ing. The fourth sleeve 39 is provided so as to be switchable between an engaging position where the second output shaft 18 and the fourth driven gear 30 are engaged with the fourth driven gear 30 and a release position where the engagement is released. ing. The reverse sleeve 41 is provided so as to be switchable between an engagement position where the second output shaft 18 and the reverse drive gear 35 are engaged with each other and an engagement position where the reverse drive gear 35 is released, and a release position where the engagement is released. Hereinafter, the case where the second sleeve 37, the fourth sleeve 39, and the reverse sleeve 41 are all switched to the release position may be referred to as a neutral state. In addition, the second sleeve 37, the fourth sleeve 39, and the reverse sleeve 41 may be collectively referred to as a second transmission mechanism.

  Although not shown, the output shafts 17 and 18 each have a synchro mechanism that synchronizes rotation when the sleeves 36 to 41 and the driven gears 24, 26, 28, 30, 32, and 35 are engaged with each other. It is provided for each driven gear. For these synchro mechanisms, a synchro mechanism that synchronizes rotation by friction engagement, for example, a known key-type synchromesh mechanism may be used. Therefore, detailed description of the synchro mechanism is omitted.

  A first driven gear 42 is provided on the first input shaft 13. A first drive gear 43 that meshes with the first driven gear 42 is provided on the output shaft 3 a of the first MG 3. As a result, the first MG 3 is connected to the first input shaft 13 so that power can be transmitted. The transmission ratio between the first drive gear 43 and the first driven gear 42 is set so that the rotation of the first MG 3 is decelerated and transmitted to the first input shaft 13. The second input shaft 14 is provided with a second driven gear 44. A second drive gear 45 that meshes with the second driven gear 44 is provided on the output shaft 4 a of the second MG 4. As a result, the second MG 4 is connected to the second input shaft 14 so that power can be transmitted. The gear ratio between the second drive gear 45 and the second driven gear 44 is set so that the second MG 4 and the second input shaft 14 rotate at substantially the same rotational speed. Thus, the transmission ratio between the first drive gear 43 and the first driven gear 42 and the transmission ratio between the second drive gear 45 and the second driven gear 44 are set to be different from each other. .

  Operations of the first clutch 15, the second clutch 16, and the sleeves 36 to 41 are controlled by the vehicle control device 50. The operations of the engine 2, the first MG3, and the second MG4 are also controlled by the vehicle control device 50. The vehicle control device 50 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The vehicle control device 50 holds various control programs for appropriately driving the vehicle 1A. The vehicle control device 50 executes control of the control objects such as the engine 2 and the MGs 3 and 4 by executing these programs. Various sensors for acquiring information related to the vehicle 1A are connected to the vehicle control device 50. For example, a vehicle speed sensor 51, an accelerator opening sensor 52, a brake pedal sensor 53, and the like are connected to the vehicle control device 50. The vehicle speed sensor 51 outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1A. The accelerator opening sensor 52 outputs a signal corresponding to the depression amount of the accelerator pedal, that is, the accelerator opening. The brake pedal sensor 53 outputs a signal corresponding to the depression amount of the brake pedal. In addition to this, various sensors, switches, and the like are connected to the vehicle control device 50, but these are not shown.

  In the vehicle 1A, a plurality of travel modes are realized by appropriately controlling the engine 2, the first MG3, the second MG4, the transmission 10, and the like. As the plurality of travel modes, for example, an EV travel mode and an engine travel mode are set. In the engine travel mode, the transmission 10 is switched to an appropriate shift speed. Then, of the first clutch 15 and the second clutch 16, the clutch on the input shaft side having the shift stage is switched to the engaged state and the other clutch is switched to the released state, and the engine 8 mainly drives the wheels 8.

  In the EV travel mode, both the first clutch 15 and the second clutch 16 are switched to the released state and the engine 2 is disconnected. Then, the transmission 10 is switched to an appropriate shift speed, and the wheel 8 is driven by one of the first MG 3 and the second MG 4.

  Hereinafter, one input shaft that is involved in the travel of the vehicle 1A is referred to as a travel-side input shaft, and the other input shaft that is not involved in the travel of the vehicle 1A is referred to as a non-travel-side input shaft. There is. Also, the clutch, MG, gear train, and transmission mechanism provided on the travel-side input shaft are referred to as travel-side clutch, travel-side MG, travel-side gear train, and travel-side transmission mechanism, respectively. The clutch, MG, gear train, and transmission mechanism provided on the input shaft may be referred to as a non-traveling clutch, a non-traveling MG, a non-traveling gear train, and a non-traveling transmission mechanism, respectively.

  The vehicle control device 50 switches the travel mode based on the vehicle speed, the accelerator opening, and the like. Further, the vehicle control device 50 switches the gear position of the transmission 10 based on the vehicle speed and the accelerator opening. In the ROM of the vehicle control device 50, a shift diagram showing the relationship between the vehicle speed, the accelerator opening, and the gear position is stored as a map. Note that this shift diagram is a well-known one that is generally used for control of a transmission, and therefore the description thereof is omitted. The vehicle control device 50 sets a gear position according to the current traveling state of the vehicle 1 based on this shift diagram. And each sleeve 36-41 is controlled so that the transmission 10 may switch to this set gear stage. When the transmission 10 is controlled in this way, the vehicle control device 50 controls the non-traveling side transmission mechanism in preparation for the next shift. Specifically, for example, when the vehicle is currently traveling at the first speed, it can be predicted that the transmission 10 will become the second speed at the next shift. Therefore, the second sleeve 37 is switched to the engaged state, and the fourth sleeve 39 and the reverse sleeve 41 are switched to the released state, so that the second speed change mechanism is set to the second speed state. In this way, the vehicle control device 50 performs a so-called pre-shift in which the non-traveling speed change mechanism is set to a gear position that is expected to be switched next.

  Furthermore, the vehicle control device 50 executes the regeneration mode when a predetermined regeneration condition is satisfied, such as when deceleration is requested for the vehicle 1A regardless of the travel mode. In the regenerative mode, the first MG 3 or the second MG 4 is caused to function as a generator, and regenerative power generation is performed using energy input from the wheels 8. However, if the regenerative condition is satisfied while traveling in the EV travel mode, regenerative power generation is performed by the MG on the non-travel side.

  FIG. 2 shows a regeneration control routine executed by the vehicle control device 50 to control the vehicle 1A in this way. This control routine is repeatedly executed at a predetermined cycle while the vehicle 1A is traveling.

  In this control routine, the vehicle control device 50 first acquires the state of the vehicle 1A in step S11. As the state of the vehicle 1 </ b> A, for example, the vehicle speed, the accelerator opening degree, the depression amount of the brake pedal, and the like are acquired. In this process, the current travel mode is also acquired. In addition to this, in this process, various information related to the state of the vehicle 1A is acquired.

  In the next step S12, the vehicle control device 50 determines whether or not the vehicle is currently traveling in the EV traveling mode. If it is determined that the vehicle is not currently traveling in the EV traveling mode, the current control routine is terminated. On the other hand, if it is determined that the vehicle is currently traveling in the EV traveling mode, the process proceeds to step S13, and the vehicle control device 50 determines whether or not the regeneration condition is satisfied. As described above, the regeneration condition is determined to be satisfied when, for example, the vehicle 1A is requested to decelerate, that is, when the accelerator opening is 0 and the brake pedal is depressed. If it is determined that the regeneration condition is not satisfied, the current control routine is terminated.

  On the other hand, when it determines with regeneration conditions having been satisfied, it progresses to step S14, and the vehicle control apparatus 50 determines whether it was drive | working by 1st MG3. When it determines with having drive | worked by 1st MG3, it progresses to step S15, and the vehicle control apparatus 50 performs regenerative power generation by 2nd MG4. Thereafter, the current control routine is terminated.

  On the other hand, when it determines with having drive | worked by 2nd MG4, it progresses to step S16 and the vehicle control apparatus 50 performs regenerative power generation by 1st MG3. Thereafter, the current control routine is terminated.

  Thus, in the present invention, when the regenerative condition is satisfied during traveling in the EV traveling mode, regenerative power generation is performed by the MG on the non-traveling side. When driving in the EV driving mode, that is, when driving the wheels 8 with the MGs 3 and 4, the driven gears 24, 26, 28, 30, 32 and 35 are driven with the drive gears 23, 25, 27, 29, 31, and 33. . FIG. 3 shows an example of gear meshing at this time. In this figure, the drive gears 23, 25, 27, 29, 31, and 33 are generalized and shown as the drive gear DG1, and the driven gears 24, 26, 28, 30, 32, and 35 are generalized and shown as the driven gear DG2. As shown in this figure, when traveling in the EV traveling mode, each tooth T1 of the drive gear DG1 pushes each tooth T2 of the driven gear DG2, so that the tooth surface FS1 on the front side in the rotational direction of each tooth T1 of the drive gear DG1. And the tooth surface BS2 on the rear side in the rotation direction of each tooth T2 of the driven gear DG2.

  On the other hand, during regenerative power generation, that is, when driving the MGs 3 and 4 with the energy input from the wheels 8, the driven gears 24, 26, 28, 30, 32, and 35 are driven by the drive gears 23, 25, 27, 29, 31 and 33 are driven. FIG. 4 shows an example of gear meshing at this time. In this figure, as in FIG. 3, the drive gears 23, 25, 27, 29, 31, and 33 are generalized and shown as the drive gear DG1, and the driven gears 24, 26, 28, 30, 32, and 35 are generalized to the driven gears. Shown as DG2. As shown in this figure, at the time of regenerative power generation, each tooth T2 of the driven gear DG2 pushes each tooth T1 of the drive gear DG1, so the tooth surface FS2 on the front side in the rotational direction of each tooth T2 of the driven gear DG2 and each tooth of the drive gear DG1. The tooth surface BS1 on the rear side in the rotation direction of T1 comes into contact.

  As is well known, a backlash is provided between the meshing gears. Therefore, when regenerative power generation is performed by the traveling MG, the state of the gear train used at that time is switched from the state of FIG. 3 to the state of FIG. Therefore, a rattling sound is generated at the time of switching.

  As described above, the pre-shift is executed in the non-traveling transmission mechanism. In this case, in the gear train in which the sleeve is switched to the engaged state by pre-shifting, the driven gear drives the drive gear. Therefore, this gear train is in the state shown in FIG. In the present invention, when the EV travel mode is switched to the regenerative mode, regenerative power generation is performed by the MG on the non-travel side. In this case, since regenerative power generation is performed using the non-traveling transmission mechanism that is already in the state of FIG. 4, rattling noise can be reduced. Further, in this case, since it is not necessary to perform the live processing on the MGs 3 and 4 when switching to the regeneration mode, the responsiveness of the vehicle 1A can be improved.

  In the embodiment described above, the vehicle control device 50 functions as the control means of the present invention by executing the control routine of FIG. In the embodiment described above, the first gear train G1, the third gear train G3, and the fifth gear train G5 correspond to the first gear transmission mechanism of the present invention, and the second gear train G2, the fourth gear train G4, The reverse gear train GR corresponds to the second gear transmission mechanism of the present invention. The first input shaft 13, the first gear train G1, the third gear train G3, the fifth gear train G5, the first output shaft 17, the drive shaft 19, and the differential mechanism 7 are included in the first power transmission path of the present invention. The second input shaft 14, the second gear train G2, the fourth gear train G4, the reverse gear train GR, the second output shaft 18, the drive shaft 19, and the differential mechanism 7 are the second power transmission path of the present invention. Equivalent to.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the vehicle to which the present invention is applied is not limited to the vehicle 1A shown in the above-described form. For example, the present invention may be applied to the vehicle 1B shown in FIG. In this figure, parts common to those in FIG. As shown in this figure, the vehicle 1B is configured as an electric vehicle on which the first MG 3 and the second MG 4 are mounted as a driving power source.

  As shown in this figure, a transmission 60 is mounted on the vehicle 1B. The transmission 60 includes a first input shaft 61, a second input shaft 62, a first output shaft 63, a second output shaft 64, and a first gear train G1 to a fourth gear train G4. The first input shaft 61 is connected to the output shaft 3a of the first MG3. The second input shaft 62 is connected to the output shaft 4a of the second MG 4. The first output shaft 63 and the second output shaft 64 are connected to wheels of the vehicle 1B through a power transmission path (not shown) so as to be able to transmit power.

  A first gear train G1 and a third gear train G3 are interposed between the first input shaft 61 and the first output shaft 63. The first drive gear 23 of the first gear train G1 and the third drive gear 27 of the third gear train G3 are supported by the first input shaft 61 so as to be rotatable relative to the first input shaft 61. On the other hand, the first driven gear 24 of the first gear train G1 and the third driven gear 28 of the third gear train G3 are fixed to the first output shaft 63 so as to rotate integrally with the first output shaft 63.

  A second gear train G2 and a fourth gear train G4 are interposed between the second input shaft 62 and the second output shaft 64. The second drive gear 25 of the second gear train G2 and the fourth drive gear 29 of the fourth gear train G4 are supported by the second input shaft 62 so as to be rotatable relative to the second input shaft 62. On the other hand, the second driven gear 26 of the second gear train G2 and the fourth driven gear 30 of the fourth gear train G4 are fixed to the second output shaft 64 so as to rotate integrally with the second output shaft 64.

  A first sleeve 65 is provided on the first input shaft 61. The first sleeve 65 is supported by the first input shaft 61 so as to rotate integrally with the first input shaft 61 and move in the direction of the rotation axis. The first sleeve 65 has a first speed position at which the first input shaft 61 and the first drive gear 23 mesh with the first drive gear 23 so that the first input shaft 61 and the first drive gear 23 rotate integrally, and the first input shaft 61 and the third drive gear 27. Can be switched between a third speed position that meshes with the third drive gear 27 and a release position that meshes with neither the first drive gear 23 nor the third drive gear 27 so as to rotate together. A second sleeve 66 is provided on the second input shaft 62. The second sleeve 66 is supported by the second input shaft 62 so as to rotate integrally with the second input shaft 62 and be movable in the direction of the rotation axis. The second sleeve 66 has a second speed position at which the second input shaft 62 and the second drive gear 25 mesh with the second drive gear 25 so that the second input shaft 62 and the second drive gear 25 rotate integrally, and the second input shaft 62 and the fourth drive gear 29. Can be switched between a fourth speed position that meshes with the fourth drive gear 29 and a release position that meshes with neither the second drive gear 25 nor the fourth drive gear 29 so as to rotate together.

  As shown in this figure, the first output shaft 63 and the second output shaft 64 are connected via a clutch 67. The clutch 67 can be switched between an engaged state in which the first output shaft 63 and the second output shaft 64 rotate integrally and a released state in which the first output shaft 63 and the second output shaft 64 rotate separately. it can. The clutch 67 can also be switched to a state in which power is transmitted between these output shafts while the first output shaft 63 and the second output shaft 64 rotate at different rotational speeds.

  A parking gear 68 is provided on the second output shaft 64 so as to rotate integrally. The transmission 10 has a lock position that engages with the parking gear 68 and locks the second output shaft 64 so as not to rotate, and an unlock position that releases the engagement with the parking gear 68 and allows the second output shaft 64 to rotate freely. A parking pole 69 that can be switched between and is provided.

  The EV traveling mode is executed also in this vehicle 1B. In this EV travel mode, the wheels are driven by the first MG3 when traveling at the first or third speed, and the wheels are driven by the second MG4 when traveling at the second or fourth speed. At this time, the sleeve of the input shaft on the non-travel side that is not used for travel is moved to the position of the gear position that is expected to be switched next. And also in this vehicle 1B, when deceleration is requested | required with respect to the vehicle 1B etc., it determines with regeneration conditions having been satisfied and regeneration mode is performed. In this regenerative mode, regenerative power generation is performed by the MG on the non-travel side of the first MG3 and the second MG4.

  As described above, also in the vehicle 1B, when the EV traveling mode is switched to the regenerative mode, regenerative power generation is performed by the MG on the non-traveling side. Moreover, since the torque smoothing process of MG3 and 4 is unnecessary, the responsiveness of vehicle 1B can be improved.

  In the vehicle 1B, the first gear train G1 and the third gear train G3 correspond to the first gear transmission mechanism of the present invention, and the second gear train G2 and the fourth gear train G4 correspond to the second gear transmission of the present invention. Corresponds to the mechanism. The first input shaft 61, the first gear train G1, the third gear train G3, and the first output shaft 63 correspond to the first power transmission path of the present invention, and the second input shaft 62 and the second gear train G2. The fourth gear train G4 and the second output shaft 64 correspond to the second power transmission path of the present invention.

  FIG. 6 schematically shows still another vehicle 1C to which the present invention is applied. In this figure, parts common to those in FIG. The vehicle 1 </ b> C is configured as a hybrid vehicle including an engine 2 and two MGs 3 and 4. As shown in this figure, in the vehicle 1C, the engine 2 and the first MG 3 are connected to the rear wheel 8R so as to be able to transmit power, and the second MG 4 is connected to the rear wheel 8B so as to be able to transmit power. Therefore, the front wheel 8F and the rear wheel 8B are wheels.

  A transmission 70 is mounted on the vehicle 1C. The transmission 70 includes an input shaft 71, an output shaft 72, and a plurality of gear trains (not shown) having different gear ratios. The plurality of gear trains are interposed between the input shaft 71 and the output shaft 72. The transmission 70 switches the gear position by selectively establishing power transmission between the input shaft 17 and the output shaft 72 by any one of the plurality of gear trains. The output shaft 2 a of the engine 2 is connected to the input shaft 71 of the transmission 70. A rotor (not shown) of the first MG 3 is attached to the output shaft 2a so as to rotate integrally. The output shaft 72 of the transmission 70 is connected to the rear wheel 8R through the differential mechanism 7R so as to be able to transmit power. An output gear 80 is provided on the output shaft 4 a of the second MG 4. The output gear 80 meshes with a ring gear 81 provided in the case of the differential mechanism 7F. The differential mechanism 7F is a known mechanism that distributes power to the left and right front wheels 8F.

  Even in the vehicle 1C, the EV traveling mode in which the vehicle 1C travels with one of the first MG3 and the second MG4 is executed. Note that when traveling in the second MG 4 in the EV traveling mode, the transmission 70 is shifted to an appropriate gear position. Further, also in the vehicle 1C, the regeneration mode is executed by one of the first MG3 and the second MG4 during deceleration. When the EV travel mode is switched to the regenerative mode, regenerative power generation is performed by the MG on the non-travel side that has not been used for travel. Specifically, when the vehicle 1C is driven by driving the front wheels 8F with the second MG4, regenerative power generation is performed with the first MG3. On the other hand, when the vehicle 1C is driven by driving the rear wheels 8R with the first MG3, regenerative power generation is performed with the second MG4.

  Thus, even in the vehicle 1 </ b> C, when the EV travel mode is switched to the regenerative mode, regenerative power generation is performed by the MG on the non-travel side, so that rattling noise can be reduced. Further, since the torque smoothing process for MG3 and MG4 is not required, the responsiveness of vehicle 1C can be improved.

  In the vehicle 1C, the plurality of gear trains of the transmission 70 correspond to the first gear transmission mechanism of the present invention, and the output gear 80 and the ring gear 81 correspond to the second gear transmission mechanism of the present invention. The transmission 70 and the differential mechanism 7R correspond to the first power transmission path of the present invention, and the output gear 80, the ring gear 81, and the differential mechanism 7F correspond to the second power transmission path of the present invention.

1A, 1B, 1C Vehicle 2 Internal combustion engine 3 First motor / generator 4 Second motor / generator 8 Wheel 8F Front wheel 8R Rear wheel 10 Transmission 12 Output system 13 First input shaft 14 Second input shaft 15 First clutch 16 First 2 clutch 50 vehicle control device (control means)
G1 first gear train (first gear transmission mechanism)
G2 Second gear train (second gear transmission mechanism)
G3 Third gear train (first gear transmission mechanism)
G4 4th gear train (2nd gear transmission mechanism)
G5 fifth gear train (first gear transmission mechanism)
GR reverse gear train (second gear transmission mechanism)

Claims (2)

A first power transmission path for transmitting the power of the first motor / generator to the wheels of the vehicle via the first gear transmission mechanism, and the power of the second motor / generator to the wheels of the vehicle via the second gear transmission mechanism. A vehicle control device comprising: a second power transmission path for transmitting;
In the case where regeneration is performed when a wheel of the vehicle is driven by one of the first motor generator and the second motor generator, the first motor generator and the second motor generator A control device comprising control means for controlling the first motor generator and the second motor generator so that regenerative power generation is performed by the other of the generators. The vehicle is
An internal combustion engine;
A first input shaft connected to the internal combustion engine via a first clutch; a second input shaft connected to the internal combustion engine via a second clutch; and an output system connected to the wheels so as to be able to transmit power. And a plurality of gear trains, some of which are interposed between the first input shaft and the output system, and the remaining are interposed between the second input shaft and the output system, and have different gear ratios. A dual-clutch transmission having
The first input shaft and the first motor / generator are connected to be able to transmit power,
The control device according to claim 1, wherein the second input shaft and the second motor / generator are connected so as to be able to transmit power.

Images